Skid control system

ABSTRACT

A skid control system is provided for use with a vehicle having a pair of spaced apart wheels and having a braking system for applying braking forces to the wheels. A brake control circuit responds to a skid signal obtained from any one of a plurality of incipient detector circuits to act upon the braking system to release the braking forces. A delayed skid signal is provided whenever the difference in wheel speeds of the two wheels exceeds a given amount. A delayed skid signal is also provided if the average wheel speed of the two wheels decreases at a rate greater than a desired decreasing rate. If both wheels decelerate, a skid signal is provided upon sensing that the faster wheel is decelerating at a rate greater than a reference rate. As the wheels spin-up toward an ideal velocity for a braked vehicle, an acceleration detector serves to insure wheel roll up on low friction surfaces. If the wheels spin up at an acceleration greater than an acceleration level, the acceleration detector output is inhibited. If the acceleration is less than the preceding level and more than a second level, a skid signal is provided. Also, as the wheels spin-up to a desired velocity, braking forces are restored when the rate of acceleration declines below the second acceleration level. Monitoring circuits are provided for monitoring various operations of the skid control system and deactivate same when the operation is not within prescribed limits.

This is a continuation of application Ser. No. 326,676, filed Jan. 26,1973, now abandoned.

This invention relates to the art of skid control systems forcontrolling braking forces applied to the wheels on a vehicle having abraking system, and, more particularly, to a skid control system for usewith a vehicle having a pair of spaced apart wheels.

When a vehicle operator actuates the vehicle's braking system, brakingforces are applied to the brake controlled wheels to slow the vehicle.The vehicle is preferably decelerated to a desired lower speed or to astop condition, without a skid condition taking place. To prevent a skidcondition, the vehicle should be decelerated with decreasing wheel speedwhich is slightly less than that of the vehicle. If, however, the wheelspeed decreases at a rate substantially faster than that of the vehiclespeed, then this is indicative of an impending wheel lock or skidcondition. To prevent the wheel lock, skid control systems serve tosense this impending condition and release the brake forces. When thebrake forces are released, the wheels are permitted to spinup toward thevehicle velocity. The braking forces are then restored to continueslowing the vehicle.

As a vehicle is being decelerated, a condition may arise where the wheelspeed of one wheel being monitored by the skid control system issubstantially different than that of the other wheel. This is normallyindicative of a split coefficient of friction between the road surfaceand each of the two wheels. The slower wheel may be approaching a skidcondition. Consequently, when the wheel speed difference becomes toogreat it is desirable to release the brake forces to prevent wheel lockup of the low speed wheel. However, the faster of the two wheels maystill provide effective braking of the vehicle and it is frequentlydesirable, particularly in a split coefficient of friction situation,that the braking forces applied to the faster wheel be continued for anadded time duration even though the differential wheel speed exceeds thedesired limits for differential wheel speed.

If both wheels being monitored by the skid control system aredecelerated too fast, then this is indicative of an incipient wheel lockcondition. Since the faster wheel produces less braking than the slowerwheel, it is desirable to compare the deceleration of the faster wheelwith a deceleration reference. If the deceleration of the faster wheelis greater than the reference the brake forces may be released.

Once an incipient skid condition has been sensed and the vehicle brakeforces have been released, the vehicle wheels will be permitted tospin-up. It is known that the ideal wheel velocity for slowing a vehicleis below the vehicle's speed. During an incipient skid condition, thewheel velocity decreases substantially below this ideal velocity. Oncethe brake forces are released by an anti-skid system, the wheels arepermitted to spin-up toward the ideal velocity and then the brake forcesare permitted to be reapplied. On a dry surface, the coefficient offriction between the vehicle wheels and the surface is relatively high,and it has been determined that a spin-up rate on the order of 5 g willquickly bring the wheels up to the ideal velocity and there is no needto keep the brakes off, since the wheels will probably reach the idealvelocity even if the brakes are applied. It is important that the wheelvelocity does not overshoot the ideal velocity since this would tend toincrease the vehicle stopping distance. Consequently, it is desirable tosense a high spinup rate, such as a 5 g rate, and then permit brakereapplication so that the braking forces may take effect as the wheelspeed approaches ideal wheel speed.

Or low coefficient of friction surfaces, such as ice, the wheel spin-uprate will be between 0.5 g and 5.0 g which may allow a fixed bleedreference to fall too low to prevent wheel lock up. To correct thiscondition, it is desirable that the brakes be held off by theacceleration of the wheel, with the limits being 0.5 g to 5.0 g. On anysurface the wheel acceleration will drop to zero as the wheels reachvehicle speed and with an acceleration logic, the brakes may be appliedwhen the acceleration falls below 0.5 g. In addition to the foregoing,it is further desirable that a skid control system be provided withmonitoring circuits for monitoring various operating conditions of theskid control system to determine whether the operation is withinprescribed limits. Thus, if the skid control system employs a voltageregulating circuit to provide regulated DC voltage to operate the skiddetector circuits, erroneous indication of either an incipient skidcondition or no skid incipient condition may result if the regulatedvoltage decreases in magnitude below a limit level. Also, the typicalskid control system employs a valve solenoid which, when actuated,serves to act upon the vehicle's brake control system to release brakingforces. This valve solenoid should not be energized when no incipientskid condition has been detected and it should be energized when theincipient skid condition has been detected. In addition, if a skiddetector circuit provides a skid signal representative of an incipientskid condition for an unduly long time period, this may be indicative ofa malfunction in the control system. If any such faulty operatingcondition takes place, it is desirable that the skid control system be,at least temporarily, deactivated.

It is therefore a primary object of the present invention to provide askid control system which satisfies the above enumerated needs.

It is a specific object of the present invention to provide a skidcontrol system which, upon noting that the wheel speeds of the twowheels being monitored by the skid control system exceeds apredetermined magnitude, provides a time delayed skid signal so that aslight delay is provided in releasing the brake forces, permittingadditional braking forces to be applied to the faster wheel.

It is an additional object of the present invention to provide a skidcontrol system to provide brake release when the average wheel speed ofthe two wheels being monitored by the skid control system decreasesbelow a declining reference signal representative of a desired rate ofdecline in the speed of the faster wheel.

It is still further object of the present invention to provide a skidcontrol system which serves to release braking forces applied to a pairof wheels being monitored by the skid control system are deceleratingand, more particularly, when the faster of the two wheels decelerates ata rate greater than a reference deceleration.

A still further object of the present invention is to provide monitoringcircuits for a skid control system to monitor the operation thereof anddeactivate the anti-skid system when the operating characteristics arenot within prescribed limits.

The present invention contemplates that the skid control system be usedwith a vehicle having at least a pair of spaced apart independentlyrotatable wheels and in which a braking system is provided for applyingbraking forces to the wheels. It is also contemplated that a brakecontrol means be provided which responds to an applied skid signal forcontrolling the braking system to release the braking forces on thewheels. Still further, it is contemplated that sensor means providefirst and second wheel speed signals having magnitudes respectivelyrepresentative of the wheel speeds of the first and second spaced apartwheels.

In accordance with one aspect of the present invention, circuitry isprovided for generating from the first and second wheel speed signals anaverage wheel speed signal having a magnitude respectivelyrepresentative of the average speed of the first and second wheels.Also, circuitry is provided for comparing the average wheel speed signalwith a reference signal to provide a skid signal whenever the magnitudeof the average signal is less than that of the reference signal. Thereference signal is obtained from a reference signal generating meanswhich serves to provide a reference signal which decreases in magnitudewhen speed of the faster wheel decreases. The reference signal decreasesfrom a magnitude having an initial value representative of the speed ofthe faster wheel and at a decay rate initially representative of a firstdeceleration rate. The reference signal generating means also includescircuitry for responding to a skid signal to vary the decay rate of thereference signal from the first rate to a second rate, representative ofa slower rate of deceleration so that when the braking forces arereleased the wheel speed must increase to a higher velocity than thatwhen the first decay rate is effective before the brakes may bereapplied.

In accordance with a further aspect of the present invention, logiccircuitry serves to provide a skid signal when the wheel speed of one ofthe wheels differs from that of the other by a predetermined amount. Theapplication of the skid signal to the brake control circuitry is delayedso that additional braking forces may be applied for a limited time tothe faster rotating wheel.

In accordance with a still further aspect of the present invention,circuitry is provided for releasing the brake forces so that the wheelsmay spin-up to the vehicle velocity.

Still further in accordance with the present invention, monitoringcircuitry is provided for monitoring at least one operationalcharacteristic of the skid control system and inhibiting operation ofthe brake control circuitry so that the brakes will not be released ifthe monitored operating characteristics is not within desired operatinglimits.

BRIEF DESCRIPTION OF THE INVENTION

The foregoing objects and advantages of the invention will become morereadily understood from the following description of the preferredembodiment of the invention taken in conjunction with the accompanyingdrawings which are a part hereof and wherein:

FIG. 1 is a block diagram illustration of the skid control systemconstructed in accordance with the present invention:

FIG. 2 is a schematic circuit diagram illustrating a portion of thecircuitry of FIG. 1:

FIG. 3 is a schematic circuit diagram illustrating other portions of thecircuitry of FIG. 1; and

FIG. 4 is a schematic illustration showing still further portions of thecircuitry of FIG. 1.

Referring now to the drawings wherein the showings are for purposes ofillustrating a preferred embodiment of the invention only and not forpurposes of limiting same, FIG. 1 is a block diagram illustration of theskid control system constructed in accordance with the presentinvention. It is contemplated that the skid control system as disclosedherein be used for controlling the brake forces applied to a pair ofspaced apart wheels. Any number of axles may be controlled by applying alike plurality of the control systems, one for each axle.

Generally, the skid control system serves to monitor the wheel speed ofthe two wheels on the axle being controlled and develop a controlsignal, referred to hereinafter as a skid signal, if one or moreconditions prevail indicative of an incipient or actual skid condition.The skid signal is used to actuate a valve driver circuit which, inturn, energizes a solenoid which acts on the braking system to relievebrake forces. The vehicle's brakes may be air pressure operated orhydraulic operated, and in either case it is contemplated that uponsensing an incipient skid condition, the brake forces on the wheels berelieved to prevent wheel lock-up. If, for example, differences in wheelspeeds of the two wheels on the axle being controlled exceeds areference level a skid signal is developed. A skid signal is alsodeveloped if the acceleration of the faster wheel on the monitored axleexceeds a reference level; however, if the acceleration continues andbecomes greater than a second reference level the skid signal isremoved. Also, if the deceleration rate of the faster wheel is greaterthan a reference level a skid signal is developed.

The reasons for and conditions causing a skid signal will be explainedin greater detail hereinafter, it being the purpose at this point toindicate the general purpose of the skid control system.

Referring now to FIG. 1, the skid control system employs wheel sensorsWS-1 and WS-2 for respectively sensing the wheel speeds of the twowheels on the axle being controlled. Any suitable mechanism may beemployed for sensing wheel speed. Preferably, however, each wheel speedsensor includes a tachometer generator for developing an alternatingsignal having a frequency proportional to wheel speed. The frequencysignals developed by sensors WS-1 and WS-2 are respectively applied tosignal conditioner circuits SC-1 and SC-2. Each signal conditionercircuit includes a frequency to voltage converter for developing a DCsignal having a magnitude proportional to the applied frequency signaland, hence, to the wheel velocity. Preferably, although not necessarily,the DC signal is of positive polarity. The wheel velocity signals V₁ andV₂ obtained from the signal conditioner circuits SC-1 and SC-2,respectively, are applied to both a summing amplifier SA as well as to ahigh wheel speed selector HS. The summing amplifier SA serves to providean output signal which has a magnitude representative of the averagewheel speed of the two wheels being monitored, whereas the high wheelspeed selector HS determines which wheel exhibits the greater velocityand to provide an output signal representative of the magnitude of thespeed of the faster wheel.

The high wheel speed selector HS is shown in greater detail in FIG. 2and includes common emitter connected NPN transistors 10 and 12 eachhaving their collectors connected to a B+ voltage supply source andtheir emitters connected in common through a resistor 14 to ground. TheDC velocity signal V₁ is applied to the base of transistor 10 whereasthe DC velocity signal V₂ is applied to the base of transistor 12.Consequently, the output signal V_(H) is proportional to the speed ofthe higher velocity wheel less a small drop.

The summing amplifier SA is also illustrated in greater detail in FIG. 2and includes an operational amplifier 16 having a feedback networkincluding resistors 18 and 20. The wheel velocity signals V₁ and V₂ arerespectively applied through summing resistors 22 and 24 to thenoninverting input of amplifier 16. Consequently, the amplifier servesto provide a positive DC output signal having a magnitude equal to theaverage of the input signals V₁ and V₂ times the gain (1.5) of theamplifier, as dictated by feed back resistors 18 and 20.

ACCELERATION-DECELERATION CIRCUITRY

As shown in FIG. 1, the higher wheel speed signal V_(H) obtained fromthe high wheel speed selector H_(S) is applied to anacceleration-deceleration logic circuit AD as well as to a variabledeceleration reference circuit DR. Briefly, circuit AD serves todifferentiate the high speed signal V_(H) to provide an output signalrepresentative of rate of velocity change. As will be brought out ingreater detail hereinafter, the rate of change output signal is in apositive direction as vehicle wheel speed decreases, and is in anegative direction as the wheel speed increases. The positive, ordeceleration, signal is applied to a deceleration comparator circuit DCwhich serves to compare the deceleration signal with a variabledeceleration reference signal obtained from circuit DR. If thedeceleration signal exceeds the reference signal then the decelerationcomparator circuit DC provides a high or binary "1" output signal whichis applied through OR gate OG to actuate the valve driver circuit VD.The valve driver circuit, in turn, actuates a valve solenoid VS torelieve the brake forces.

Similarly, the negative or acceleration signal obtained from circuit ADis applied to an acceleration comparator AC where the accelerationsignal is compared with a reference signal. If the acceleration isgreater than the reference signal comparator AC provides a skid signalin the form of a binary 1 signal which is applied through OR gate OG toactuate valve driver circuit VD. As will be brought out in greaterdetail hereinafter, the acceleration comparison is a two-stagecomparison in that a skid signal is developed when the accelerationsignal obtained from circuit AD exceeds a level representative of 0.5 g.If, however, the acceleration increases sufficiently to attain a levelrepresentative of 5.0 g then an acceleration inhibitor circuit AIresponds to this condition to inhibit comparator AC from providing askid signal. The circuitry to accomplish the foregoing acceleration anddeceleration comparison functions is illustrated in greater detail inFIG. 3, to which reference is now made.

The high speed signal VH obtained from the high wheel speed selector HSis applied to the base of an NPN transistor 30 in a low speed cutoffcircuit LSD-1. The emitter of transistor 30 is connected to groundthrough a resistor 32. Transistor 30 serves as an emitter-follower withunity gain. Since it does not conduct below the base-emitter thresholdvoltage, the derivative circuits are inactive for speeds below thisthreshold voltage, i.e., under 5 miles per hour. Above this speed, theoutput voltage from the low speed cutoff circuit is applied to theinverting input of an operational amplifier 36 through resistor 34 and acapacitor 38, in the acceleration-deceleration logic circuit AD. Afeedback resistor 40 is connected between the output of the amplifierand its inverting input. Capacitor 38 and resistor 40 provides adifferentiation path and a capacitor 42, connected in parallel withresistor 40, serves in conjunction with resistor 34 to provide immunityto high frequency noise. The output signal from amplifier 36 varies inproportion to the rate of change of the velocity of the faster wheel.The signal varies in a positive sense as wheel speed decreases andvaries in a negative sense as wheel speed increases.

The output signal from circuit AD is applied to the noninverting inputof an operational amplifier 50 in the deceleration comparator circuitDC. The reference signal applied to the inverting input of operationalamplifier 50 is comprised of a fixed level and a velocity variablelevel. The fixed level is obtained from a voltage divider network madeup of resistors 52, 54 and 56 connected together in series between a B+voltage supply source and ground. The velocity variable level isobtained from a second low speed cutoff circuit LSC-2 which includes anNPN transistor 60 having its base connected to receive the high speedsignal V_(H) and its collector connected to a B+ voltage supply source.The emitter of transistor 60 is connected through series connectedresistors 62 and 64 to a B- voltage supply source. Consequently, above alow speed level, such as 5 miles per hour, the output signal obtainedfrom the low speed cutout circuit LSC-2, through resistor 66, isproportional to the speed of the faster wheel. Resistors 66 and 56 serveas a voltage divider for this signal which is then applied throughresistor 54 to the inverting input of the operational amplifier. Whenthe deceleration signal applied to the noninverting input of amplifier50 becomes greater, in a positive sense, than the variable referencesignal applied to the inverting input, amplifier 50 will provide anoutput skid signal in the form of a positive or binary 1 signal. Thispositive skid signal is applied through a diode 70, poled as shown, toactuate the valve driver VD. This will energize the solenoid valve VS torelieve the brake forces on the wheels, permitting them to spin-uptoward the vehicle velocity.

As the wheels spin-up, circuit AD provides a negative going accelerationsignal representative of the spin-up rate. This spin-up rate ismonitored by acceleration comparator AC to provide a skid signal forbrake release for acceleration rates between 0.5 g and 5.0 g. Theacceleration produced signal is therefore ignored when the wheelsspin-up at a rate greater than 5.0 g. This is desirable to offsetelectrical and pneumatic system delays so that the wheel does notovershoot the ideal velocity for braking. But, the spin-up should notcause the wheel velocity to overshoot that ideal level. It has beendetermined that a spin-up rate of over 5.0 g is indicative of a fastwheel speed recovery and, unless the acceleration produced skid signalis removed, the wheel speed may overshoot the desired level. For thisreason, the acceleration comparator is programmed to remove itsgenerated skid signal at the 5 g spin-up rate. But, on a low coefficientof friction surface, such as ice, the wheel spin-up rate may neverexceed 5.0 g and as the wheels approach vehicle speed the spin-up ratewill fall off to zero, the brakes being applied when the rate is 0.5 g.Therefore, below this acceleration rate the acceleration comparator doesnot provide a skid signal.

The output signal from circuit AD is applied to the inverting input ofan operational amplifier 80 in the acceleration comparator circuit AC.Here the negative going acceleration signal is compared with a fixedreference taken from a voltage divider consisting of resistors 82 and 84connected between ground and a B- voltage supply source. The junction ofresistors 82 and 84 is connected to the non-inverting input of amplifier80. Consequently, a fixed reference is defined and the values of theresistors are chosen such that the fixed reference is representative ofan acceleration level of 1.5 g. When the acceleration signal attains alevel such that it is more negative than the reference signal, thenamplifier 80 will provide a skid signal in the form of a positive orbinary 1 signal and this is applied through a diode 86, poled as shown,to actuate the valve driver VD to cause the brake forces to be released.

The positive skid signal provided by acceleration comparator AC will beinhibited if the acceleration signal increases beyond a higher referencelevel, preferably on the order of 5.0 g. The acceleration inhibitcircuit AI serves, when this condition is sensed, to remove the positiveskid signal to permit brake reapplication. The acceleration inhibitcircuitry is illustrated in FIG. 3, to which reference is now made.

The acceleration signal obtained from circuit AD is applied to thenoninverting input of an operational amplifier 90 in the accelerationinhibit AI. The acceleration signal is compared against a referencesignal applied to the inverting input of operational amplifier 90. Thereference signal is obtained from the voltage divider comprised ofresistors 62 and 64 and is made speed dependent by its inter-connectionwith the low speed cutoff circuit LSC-2. When the acceleration signalexceeds the reference signal, i.e., it becomes more negative than thereference signal, the output of amplifier 90 will change from a highlevel to a low level so as to forward bias a diode 92, poled as shown,connected in its output circuit. This diode forces the input to thenoninverting input of amplifier 80 in the acceleration comparatorcircuit AC to become more negative and thereby prevent the outputcircuit of amplifier 80 from carrying a positive skid signal. Capacitor94 connected between ground and the junction of diode 92 and thenoninverting input of amplifier 80 serves, in conjunction with resistor84, to provide an RC time delay to return the acceleration referencesignal to its normal level once the output of amplifier 90 has returnedto its normal high level. Consequently, so long as the accelerationsignal is greater than the fixed reference for the accelerationcomparator circuit AC, but less than the reference signal for theacceleration inhibitor circuit AI, a positive skid signal is providedand this signal is applied through diode 86 in OR gate OG to actuate thevalve driver VD.

DIFFERENTIAL WHEEL SPEED-FIXED BLEED CIRCUITRY

The average wheel speed signal VA obtained from the summing amplifier SAis applied to a differential wheel speed fixed bleed comparator DFC.This comparator has two different modes of operation. In one mode itcompares the two wheel speeds on the axle being controlled, and if thespeed of one wheel exceeds that of the other by a fixed amount ofpositive skid signal is transmitted to the valve driver VD through atime delay network DFD and OR gate OG. In the second mode of operation,comparator DFC serves to compare the average wheel speed (times a gainof 1.5 as dictated by the gain of amplifier SA) with a reference signalhaving a two stage decay rate. As will be developed in greater detailhereinafter, the decay rate is dependent on the state of the logiccircuitry and initially presents a high decay rate followed by a slowdecay rate, respectively representative of high and low decelerations.

The first mode of operation takes place whenever the high speed signalVH, representative of the speed of the faster wheel on the axle beingcontrolled, is constant, or is decreasing at a rate less than the firststage decay rate referred to above. With reference to the circuitryillustrated in FIG. 2, the comparator DFC includes an operationalamplifier 100 having its inverting input connected to summing amplifierSA to receive the average wheel speed signal VA. The noninverting inputof operational amplifier 100 is connected to the output side of acomputed speed reference circuit CR which has its input circuitconnected to receive the high velocity signal VH from the high wheelspeed selector HS. The computed speed reference circuit CR serves toprovide a reference signal essentially equal to high velocity signal VHless a diode drop. This is accomplished by applying the high speedsignal VH through a diode 102 and a resistor 104 to charge capacitor106. The capacitor 106 is thereby charged to a level representative ofthe speed of the faster wheel, less the voltage drop through thecharging circuit. Reference circuit CR also includes a diode 110 in thedischarge circuit of capacitor 106 together with a diode 112 connectedacross the series connected circuitry comprised of diode 102, resistor104 and diode 110. Consequently, at constant speed or duringacceleration the voltage at the junction of diode 110 and diode 112,serving as the output of reference circuit CR, is equal to or greaterthan the voltage stored by capacitor 106. The reference signal appliedto the noninverting input of operational amplifier 100 is essentiallyequal to that of the faster wheel speed VH less the voltage drop acrossdiode 112.

If one of the wheels is rotating substantially faster than the otherwheel by a sufficient amount, then the average speed signal VA will beless than the reference signal and, hence, amplifier 100 will serve toprovide a positive skid signal. This skid signal is delayed in time bydelay circuit DFD before being applied through OR gate OG to actuate thevalve driver VD to release the brake forces. This mode of operationensues so long as the faster wheel speed VH is constant or increasing oris decreasing at a rate less than a predetermined rate.

The second mode of operation of comparator DFC comes into play once thecircuitry senses that the faster wheel speed VH is decreasing at a rategreater than a predetermined rate. That is, once the circuitry sensesthat the faster of the two wheels is decelerating, capacitor 106 willdischarge through diode 110 with the discharge rate being controlled bya two stage, fixed bleed circuit FB. The discharge rate of capacitor 106is controlled in two states so that it initially decays at a raterepresentative of a percentage of the speed of the faster wheeldecreasing at a rate of 1.0 g. This is accomplished by limiting thedischarge current with a pair of constant drain NPN transistors 120 and122 in the fixed bleed circuit FB. NPN transistors 120 and 122 havetheir collectors connected together in common and thence to the junctionof diodes 110 and 112. The emitters of the two transistors are connectedthrough resistors 124 and 126 terminating in a common connection andthen through a Zener diode 128, poled as shown, to ground, as well asthrough a resistor 130 to a B- voltage supply source. The base oftransistor 120 is connected to ground whereas the base of transistor 122is connected to ground through a resistor 132. Consequently, bothtransistors are normally forward biased to drain discharge current fromcapacitor 106 through the parallel current drain paths provided by thetwo transistors at a controlled decay rate of 1 g. Hence, the computedspeed reference signal applied to the noninverting input of amplifier100 will decay from an initial level, representative of the speed of thefaster wheel before that wheel decelerated, at a fast decay rate, on theorder of 1 g, representative of a maximum brake controlled decelerationrate to be permitted before the brake forces are released.

If the average wheel speed signal VA decreases sufficiently fast thenits magnitude will become less than the decaying reference signal andoperational amplifier 100 will provide a positive skid signal. Thesignal, however, is delayed by delay circuit DFD before applicationthrough OR gate OG to actuate valve driver VD to relieve the brakeforces. This time delay permits the faster wheel to be braked for alonger duration before the brake forces are released in response to theskid signal.

The delayed skid signal or any skid signal is used to actuate the fixedbleed circuit FB to its second stage so that the discharge rate ofcapacitor 106 is decreased from a 1 g decay rate to 0.5 g decay rate.This is accomplished by a feedback network wherein the positive skidsignal is applied to the inverting input of an operational amplifier140. The noninverting input for amplifier 140 is held at a fixedreference level from a voltage divider including resistors 142 and 144connected between ground and a B+ voltage supply source. The positiveskid signal is sufficiently positive relative to the reference level tocause the output of amplifier 140 to be switched to a low level. Thislevel change at the output of amplifier 140 serves to reverse biastransistor 122 through a diode 145.

When transistor 122 is reversed biased and non-conductive, the currentdrain is provided only by transistor 120 and, consequently, thedischarge rate of capacitor 106 is limited to a deceleration rate of 0.5g, as determined by the drain effect of transistor 120 and resistor 124.If, during this second stage of operation, the average wheel speeddecreases so that the average wheel speed signal VA becomes less thanthe reference signal, which is decaying at a 0.5 g rate, then comparatorDFC will again provide a positive skid signal. This skid signal, likethat developed during the first stage, is delayed by time delay circuitDFD before being applied through OR gate OG to actuate the valve driverVD to release the brake forces.

The purpose of the second stage of the two stage fixed bleed circuit isto control the time of reapplying the brakes and not for controlling thetime of releasing the brakes. Thus, after a skid has started and thebrakes are released the second stage of the fixed bleed will becomeoperative. The second stage mode serves to delay the time of reapplyingthe brakes to a later point in time than that which would occur had thedecay rate of the first stage remained in effect. Thus, a vehicleoperator may, upon actuating the vehicle brakes, decelerate the vehicleat a rate of 0.8 g and there may be no need for the anti-skid system toprovide brake release. If the 0.5 decay rate had been in operation atthis point a skid signal would have been developed to provideunnecessary brake release. Once, however, a skid condition commencesbrake release should be effected. Regardless of which of the circuitsdisclosed herein senses an incipient skid condition and provides apositive skid signal, the fixed bleed circuit will be reconnected forits second stage mode of operation (0.5 g decay rate). When the brakeshave been released and the wheels start to spin-up again to recover froman incipient wheel lock condition, they must spin-up to a somewhathigher velocity to reach the 0.5 g decay rate reference signal than the1.0 g decay rate reference signal. Consequently, the second stage of thefixed bleed circuit reapplies the brakes at a higher wheel speed whichis closer to the ideal speed.

This function is especially helpful on a low coefficient surface, suchas ice. The second stage of the fixed bleed circuit also extends thetime available for brake actuator exhaust and start of wheel spin-upwhen the wheels are locked momentarily on low friction surfaces, such asice.

The differential wheel speed, fixed bleed circuitry is particularlyuseful in a split coefficient of friction condition. In such a conditionthe faster vehicle wheel may have more braking effect than the slowerwheel, if the faster wheel is not free wheeling. The difference in wheelspeed may be sufficient for comparator DFC to provide a skid signal. Ithas been determined that the stopping distance may be decreased bydelaying the release of the brakes to allow time for the faster wheel todecrease to the ideal velocity. This delay increases the brake torque onthe high friction wheel and is provided by the time delay circuit DFDwhich, as will be developed hereinafter, delays application of the skidsignal to the valve driver for 0.1 second.

DIFFERENTIAL WHEEL SPEED-FIXED BLEED TIME DELAY

Time delay circuit DFD serves to provide a time delay on the order of0.1 second for the skid signal obtained from the differential wheelspeed comparator DFC. The positive skid signal provided by comparatorDFC is applied to time delay circuit DFD which includes a diode 200connected in a series circuit with time delay capacitor 202 and seriesconnected resistors 204 and 206. A resistor 208 is connected in parallelwith the series circuit of capacitor 202 and resistors 204 and 206. Thejunction of resistors 204 and 206 is connected to the gate 210 of agated semiconductor 212 having its anode connected to the output ofoperational amplifier 100. This semiconductor will not be conductive topass the positive skid signal unless the voltage applied to its anode isgreater in a positive sense, than that applied to its gate.Consequently, when capacitor 202 has discharged sufficiently to drop thegate voltage below the anode voltage, semiconductor 212 will conduct totransmit the positive skid signal to the valve driver VD. This timedelay is preferably on the order of 0.1 second, as determined by the RCcharging circuit.

The time delay circuit DFD is speed sensitive in that at low speeds,such as 5 miles per hour or less, the time delay is essentially 0,whereas at high speeds from 20 miles per hour and above the time delayis on the order of 0.1 seconds. This is accomplished by applying thehigh speed signal V_(H) to amplifier 230 to the junction of capacitor202 and resistor 204. In the time delay circuit a logic signal causesthe junction of capacitor 202 and resistor 204 to instantaneously stepup which in turn raises the gate voltage of semiconductor 212. If theinitial voltage of the junction is at zero volts, the step does notraise the gate voltage high enough to make the semiconductornonconducting. If, however, the junction is at some positive voltage,the step, which is of a contant value, will cause the gate voltage toinstantaneously exceed the anode voltage. As the capacitor dischargesthe gate voltage will fall and at some time will drop below the anodevoltage. It is this initial voltage which is set by the speed signal.

VALVE DRIVER-MONITOR CIRCUITRY

The valve driver VD serves to receive a positive skid signal from ORgate OG and then energize valve solenoid VS to provide brake release. ORgate OG is comprised of diodes 70, 86 and semiconductor 212, havingtheir cathodes connected in common. Valve solenoid VS is energized for atime duration dependent upon the duration of the skid signal. An inhibitswitch IS serves to prevent energization of valve driver VD when certainsystem operating failure conditions occur. In addition, in theembodiment illustrated in FIG. 1, a fuse F located in the energizingcircuit for the valve driver VD is blown when certain of these failureconditions occur.

In accordance with the embodiment of the invention illustrated herein,four system failure conditions are monitored:

1. A low output voltage from the power regulator will disable the valvedriver. Normal operation of the valve driver is restored when thevoltage returns to normal.

2. A skid signal from OR gate OG for a time duration greater than 1second, unless a skid signal is provided within this time from theacceleration comparator circuit AC, will disable the valve driver.Normal operation of the valve driver is restored when the skid signalfrom OR gate OG terminates.

3. A skid signal from OR gate OG for a time duration in excess of 6seconds will cause the fuse to blow, permamently disabling the valvedriver.

4. Loss of valve solenoid continuity or operation of the solenoid in theabsence of a skid signal will cause the fuse to blow, permamentlydisabling the valve driver.

The above functions are performed by the circuitry shown in blockdiagram in FIG. 1. The voltage regulator or power converter PC serves toprovide regulated B+ and B- voltage for the skid control circuitry. Thepower converter may take the form of various well known voltageregulating circuits for providing regulated B+ and B- voltage from abattery B. In addition, operating power for the valve driver is obtainedfrom the power converter through a fuse F.

A low voltage monitor VM serves to monitor the output from the powerconverter PC and, when the voltage becomes too low, an inhibit switch ISis actuated to inhibit operation of the valve driver VD and energize anindicator circuit IC. A Mode-1 monitor circuit M-1 serves to monitor thevalve driver circuit VD for a skid signal existing for more than onesecond without a skid signal being developed by acceleration comparatorAC and actuate the inhibit switch IS to inhibit operation of valvedriver VD as well as to energize the indicator circuit IC.

The fuse F is blown in response to conditions monitored by Mode-2 andMode-3 monitor circuits. Monitor circuit M-2 serves to monitor the valvedriver VD and, if a skid signal exists for a period greater than 6seconds, fuse F will be blown. Similarly, monitor circuit M-3 monitorsthe operation of the valve solenoid VS and if there is a loss ofsolenoid continuity or if the solenoid operates without presence of askid signal, circuit M-3 will cause fuse F to be blown. The circuitryfor obtaining the foregoing functions is illustrated in detail in FIG.4.

The valve driver VD and inhibit switch IS are shown in detail in theupper portion of FIG. 4, to which reference is now made. Inhibit switchIS is comprised of an NPN transistor 300 which is normally heldconductive. The valve drive circuit VD includes NPN transistors 302, 304and a PNP transistor 306. A positive skid signal received from OR gateOG is applied to the base of transistor 302 through a resistor 308 andto the base of transistor 304 through a resistor 310. The skid signalwill forward bias transistor 302 into conduction from the C+ voltagesupply source through resistor 312. Similarly, the skid signal will biastransistor 304 into condition. When transistor 304 conducts, it drawscurrent through the emitter to base circuit of transistor 306 throughthe collector to emitter circuit of transistor 300 and, thence, througha diode 316 and a series connected resistor 318. Consequently,transistor 306 is forward biased into conduction to provide current flowthrough its emitter to collector circuit and thereby energize the valvesolenoid coil 320. When the positive skid signal is removed from theoutput of OR gate OG, transistors 302 and 304 become reversed biased.This causes diode 316 to become reversed biased through resistor 314,preventing emitter base conduction of transistor 306. Consequently,transistor 306 becomes nonconductive to deenergize the solenoid coil320.

Normally the inhibit switch transistor 300 is forward biased. However,in the event a system failure condition is sensed by the low voltagemonitor circuit VM or the Mode-1 monitor circuit M-1, this transistorwill be reverse biased to prevent conduction of transistor 306 andthereby prevent energization of the valve solenoid coil 320. Sinceoperating power for transistor 306 is obtained from the C+ source, thetransistor is also reversed biased whenever fuse F is blown by monitorcircuit M-2 or M-3.

LOW VOLTAGE MONITOR CIRCUIT

The low voltage monitor circuit VM serves to monitor the output voltageof the power converting circuit PC. The circuitry is shown in the lowerportion of FIG. 4 and generally includes a Zener diode 350 having itscathode connected to the B+ output terminal of the power converter andits anode connected through a resistor 352 to the base of an NPNtransistor 354. The collector of transistor 354 is connected through aresistor 356 to the C+ output voltage terminal of the power converterPC. The C+ output voltage of the power converter may be obtained acrossthe input stage of the regulator, which typically includes a full waverectifier and a smoothing capacitor. The C+ voltage is then applied toregulating circuitry which obtains the regulated B+ and B- voltages. TheB+ regulator voltage applied to the cathode of Zener diode 350 isnormally greater than the Zener breakdown voltage and the Zener diodeconducts to hold transistor 354 in a conductive condition. Consequently,the collector of transistor 354 is essentially at ground potential and,through resistor 358, serves to maintain NPN transistor 360 reversebiased. However, if the regulated B+ voltage decreases sufficiently theZener diode 350 will no longer conduct and transistor 354 will becomenonconductive. Since the collector of this transistor is referenced tothe C+ voltage source through resistor 356, the collector of thetransistor is sufficiently positive to bias transistor 360 intoconduction through diode 357 and resistor 358. The base of inhibitswitch transistor 300 is normally held at a positive level to forwardbias the transistor through resistor 362 to the C+ voltage supplysource. However, when transistor 360 is forward biased into conductionits collector is referenced to ground potential to reverse biastransistor 300.

When transistor 360 is forward biased into conduction to disable thevalve driver circuit through inhibit switch IS, it also causesenergization of the indicator circuit IC. The collector of transistor360 is connected through a resistor 370 to the base of NPN transistor372 having its emitter connected through a resistor 374 to ground, aswell as to the indicator circuit IC. The collector of this transistor isalso connected through a resistor 376 to the C+ voltage supply sourcethrough fuse F. Normally, transistor 372 is maintained in conductionand, in this state, the indicator circuit IC is not energized. However,when transistor 360 becomes forward biased and conductive it reversebiases transistor 372 through its base resistor 370. It is this reversebiased or nonconductive condition of transistor 372 that causes theindicator circuit IC to provide a suitable indication or alarm. Theindicator circuit IC is not shown in detail, however, it is to beunderstood that the indication to be provided is obtained whentransistor 372 becomes reverse biased and nonconductive and not when thetransistor is forward biased and conductive. Any suitable indicatorcircuit may be employed for this purpose.

BRAKE RELEASE SIGNAL GREATER THAN ONE SECOND

The Mode-1 monitor circuit M-1 is also incorporated in the circuitryshown in the lower portion of FIG. 4. This circuit serves the functionof disabling the valve driver and actuating the indicator circuit if askid signal exists for a period exceeding one second, providing that askid signal from the acceleration comparator circuit AC is not providedduring the interim period. The Mode-1 monitor circuit M-1 includes atiming capacitor 400 connected in series with resistors 402, 404 and406. The junction of resistors 402 and 404 is connected to the gate of agate controlled semiconductor 408. The anode of semiconductor 408 isconnected to the collector of a PNP transistor 410. Normally, with noskid signal, transistor 410 is reverse biased by a positive voltageapplied to its base through resistor 412. Also, the junction ofcapacitor 400 and resistor 402 is referenced to a positive level throughdiode 414. However, on receipt of a positive skid signal transistor 304is biased into conduction and its collector provides essentially aground potential through resistor 412 to the base of transistor 410.This transistor is thus forward biased into conduction. As the collectorof transistor 410 becomes positive the junction of capacitor 400 andresistor 402 instantaneously becomes more positive then capacitor 400discharges through resistors 402, 404 and 406. Once the potentialdeveloped across resistors 404 and 406 decreases sufficiently that thegate voltage for semiconductor 408 falls below that of its anodevoltage, the semiconductor 408 conducts transmitting a positive signalthrough resistor 358 to forward bias transistor 360 into conduction. Aspreviously discussed, when this transistor is forward biased intoconduction its collector voltage is essentially that of ground potentialand this causes indicator circuit IC to become energized as well as todisable the valve driver circuit VD through the inhibit switch IS.

During the above operation the time delay required for capacitor 400 todischarge sufficiently to bias transistor 408 into conduction is on theorder of one second, as determined by the RC discharge path. If, duringthe interim time period, a skid signal is developed by the accelerationcomparator AC, then a positive signal is applied to the junction ofresistors 404 and 406. This raises the voltage developed acrossresistors 404 and 406 sufficient to prevent the gate voltage forsemiconductor 408 from becoming less than the anode voltage, and, hence,conduction of semiconductor 408 is inhibited.

BRAKE RELEASE SIGNAL GREATER THAN SIX SECONDS

The Mode-2 monitor circuit M-2 serves to cause fuse F to blow if a skidsignal lasts for a time duration greater than 6 seconds. The circuitryto accomplish this function is shown in the lower portion of FIG. 4 andincludes a timing capacitor 450. When the voltage driver circuit VDreceives a positive skid signal, transistor 304 is biased intoconduction. Consequently, the potential at the collector of thistransistor becomes essentially that of ground potential and this isrelayed through resistor 412 to forward bias transistor 410 intoconduction. With transistor 410 being forward biased into conduction itsemitter to collector current will flow through resistor 452 to chargecapacitor 450. When the charge on capacitor 450 is sufficient that thepotential applied to the anode of semiconductor 454 exceeds that on itsgate, as derived from the junction of a voltage divider consisting ofresistors 456 and 458, the semiconductor will be forward biased intoconduction to develop a gating potential across its load resistor 460.This serves to gate silicon controlled rectifier 462 into conduction,essentially presenting a short circuit across fuse F. This blows thefuse, permanently disabling the valve driver circuit VD. This alsoactuates inhibit switch IS, causing energization of the indicatorcircuit IC. The time required for the voltage on capacity 450 to attaina level sufficient to cause semiconductor 454 to conduct is preferablyon the order of 6 seconds, as determined by the RC time constant of itscharging circuit.

VALVE DRIVER OPERATION-SOLENOID CONTINUITY

In normal operation, with no positive skid signal applied to the valvedriver circuit VD, the collector of transistor 302 is held atessentially ground potential through a diode 500, poled as shown,connected in series with the valve solenoid coil 320 to ground. Thecollector of transistor 302 is also held at essentially ground potentialwhenever the transistor is forward biased during receipt of a positiveskid signal. However, if through a malfunction or the like transistor306 permits current flow to energize valve solenoid coil 320 when nopositive skid signal is provided diode 500 will become reverse biased.Consequently, the collector potential of transistor 302 will becomepositive as referenced through its collector resistor 312 to thepositive voltage source. Consequently, capacitor 450 will charge throughresistor 501 and diode 502. When the voltage across capacitor 450 issufficient that the anode potential is greater than the gate potentialof semiconductor 454, this semiconductor will conduct. A triggeringvoltage is developed across load resistor 460 to trigger siliconcontrolled rectifier 462 into conduction. Silicon controlled rectifier462 will the present essentially a short circuit across fuse F. Thiswill cause the fuse to blow, permanently disabling the valve drivercircuit VD. Also, this will cause inhibit transistor 300 to becomereverse biased and also cause the indicator circuit IC to becomeenergized.

If, for some reason, there is a break in the solenoid energizingcircuit, no ground return path will be provided through diode 500. Thecollector of transistor 302 will become positive and cause capacitor 450to charge through resistor 501. Once the capacitor is chargedsufficiently, semiconductor 454 will conduct to develop a triggervoltage across its load resistor 460 and trigger silicon controlledrectifier 462 into conduction, causing fuse F to blow.

Whereas the invention has been described in conjunction with a preferredembodiment it is to be appreciated that the invention is not limited tosame as various modifications and arrangement of parts may be madewithout departing from the spirit and scope of the present invention asdefined by the appended claims.

What is claimed is:
 1. A skid control system for use with a vehiclehaving at least first and second spaced apart independently rotatablewheels and having a braking system for applying braking forces to saidwheels and comprising:brake control means responsive to a skid signalfor controlling said braking system to release the braking forces onsaid wheels; means for providing first and second wheel speed signals ofmagnitudes respectively representative of the wheel speeds of said firstand second wheels; logic circuit means for providing a skid signal whenthe acceleration rate of the faster of said wheels exceeds apredetermined positive acceleration; and means for inhibiting said logiccircuit means from providing said skid signal when the positiveacceleration rate of the faster wheel .[.attains.]. .Iadd.exceeds.Iaddend.a level representative of a second predetermined accelerationgreater and more positive than that of said first predeterminedacceleration.
 2. A skid control system as set forth in claim 1 andwherein said means for inhibiting includes circuit means for varyingsaid second predetermined acceleration rate in dependence upon the speedof the faster wheel.
 3. A brake control system for a vehicle having atleast first and second independently rotatable spaced apart wheels andhaving a braking system for applying braking forces to said wheels andcomprising:brake control means responsive to a skid signal forcontrolling said braking system to release the braking forces on saidwheels; means for providing first and second wheel speed signals havingmagnitudes respectively representative of the wheel speed of said firstand second wheels; logic circuit means for providing a skid signal whenthe wheel speed signal for one of said wheels differs from that of theother said wheel by a predetermined amount; means for delayingapplication of said skid control signal to said brake control means topermit additional braking force to be applied for a limited time to saidwheels so that the faster rotating wheel may have additional brakingeffect for slowing the vehicle; and means for varying said delay periodin dependence upon the speed of the faster rotating wheel.
 4. A skidcontrol system for use with a vehicle having at least first and secondspaced apart independently rotatable wheels and having a braking systemfor applying braking forces to said wheels and comprising:brake controlmeans responsive to an applied skid signal for controlling said brakingsystem to relieve the braking forces on said wheels; means for providingfirst and second wheel speed signals having magnitudes respectivelyrepresentative of the wheel speeds of said first and second wheels;means for providing from said first and second speed signals an averagewheel speed signal having a magnitude respectively representative of theaverage speed of said first and second wheels; first means for comparingsaid average wheel speed signal with a reference signal and providing askid signal whenever the magnitude of the average signal is less thanthat of said reference signal; reference signal means for providing areference signal which continuously decreases in magnitude as the speedof the faster wheel decreases and from an initial value representativeof the speed of the faster wheel just prior to the time the faster wheeldecreased in speed and at a decay rate initially representative of afirst deceleration rate; said reference signal means including circuitmeans responsive to said skid signal to vary the decay rate of saidreference signal from said first rate to a second rate representative ofa slower rate of deceleration so that said reference signal continuouslyfurther decreases in magnitude as the speed of the faster wheeldecreases; time delay means connected to the output circuit of saidcomparing means for delaying application of said skid signal to saidbrake control means; and means for adjusting said time delay independence upon the wheel speed of the faster wheel.
 5. A skid controlsystem for use with a vehicle having at least first and second spacedapart independently rotatable wheels and a braking system for applyingbraking forces to said wheels and comprising:braking control meansresponsive to a skid signal for controlling said braking system torelease the braking forces on said wheels; means for providing first andsecond wheel speed signals having magnitudes respectively representativeof the wheel speeds of said first and second wheels; logic circuit meansfor providing said skid signal when said wheel speed signal aredecreasing in magnitude such that the average magnitude of said wheelspeed signals is less than that of a predetermined reference; time delaymeans for delaying the time of applying said skid signal to said brakecontrol means for a limited time duration so that the faster of saidwheels may be braked for an additional period of time to slow thevehicle before the brake forces are released in response to the skidsignal; and means for varying said time delay in dependence upon thespeed of the faster wheel.
 6. A skid control system for use with avehicle having at least first and second spaced apart independentlyrotatable wheels and having a braking system for applying braking forcesto said wheels and comprising:brake control means responsive to anapplied skid signal for controlling said braking system to relieve thebraking forces on said wheels; means for providing first and secondwheel speed signals having magnitudes respectively representative of thewheel speeds of said first and second wheels; means for providing fromsaid first and second speed signals an average wheel speed signal havinga magnitude representative of the average speed of said first and secondwheels; reference signal means for providing a reference signal whichcontinuously decreases in magnitude as the speed of the faster wheeldecreases and from an initial value representative of the speed of thefaster wheel just prior to the time the faster wheel decreased in speedand at a first decay rate initially representative of a firstdeceleration rate; first comparator means for comparing said averagewheel speed signal with said reference signal and including means forinitiating a skid signal in response to reduction of the magnitude ofsaid average signal to below that of said reference signal while saidreference signal was decreasing at said first decay rate; said referencesignal means including circuit means responsive upon initiation of saidskid signal to change the decay rate of said reference signal from saidfirst rate to a second rate representative of a slower rate ofdeceleration so that said reference signal continuously furtherdecreases in magnitude; said first means for comparing said averagewheel speed signal with said reference signal including means forinterrupting said skid signal in response to increase of the magnitudeof said average signal to above said reference signal while saidreference signal was decreasing at said second decay rate.
 7. A skidcontrol system as set forth in claim 6 wherein said reference signalmeans includes energy storage means for storing a signal having amagnitude representative of the magnitude of the speed of the fasterwheel and energy discharge circuit means for discharging said energystorage means when the faster wheel speed signal decreases to a valueless than the magnitude of the signal stored by said energy storagemeans, said discharge circuit means having first and second dischargepaths to provide a rate of discharge in accordance with said first decayrate and switch means responsive to a said skid signal for deactivatingone of said discharge paths so that said energy means discharges at arate in accordance with said second decay rate.
 8. A skid control systemas set forth in claim 6 including acceleration detecting means forproviding said skid signal when the rate of acceleration of the fasterwheel exceeds a first positive acceleration level and is below a secondpositive acceleration level so that said brake control means and saidreference signal means respond to the skid signal first provided byeither said first comparing means or by said acceleration detectingmeans to respectively release said braking forces and vary the decayrate of said reference signal to said second decay rate.
 9. A skidcontrol system as set forth in claim 6 and further including secondcomparator means for comparing the deceleration rate of said fasterwheel with a reference deceleration rate for providing a skid signal tosaid brake control means when the magnitude of the deceleration rate ofsaid faster wheel exceeds the magnitude of said reference decelerationrate;time delay means connected with the output of said first comparatormeans, at such a place as to delay application of said skid signal ofsaid first comparator means to said brake control means but not to delaysaid skid signal of said second comparator means.